Interview experience:
First off, all the people i came in contact with at Ameriflight were very cool, and very nice. Everybody was very professional and they all seem happy with their jobs. I came in, received some paper work about the company and a few scenario questions to work on while I was waiting to start the interview. Joni came in and pulled me into her office where we began with some get to know you questions and making copies of all paperwork. Make sure your logbooks are completely up to date. They make a copy of the last page that is finished. Then we continued to talk about the company, the different domiciles, the time to upgrade from chief to turbine (seems to be about 10-11 mo. right now.), and some questions about me. why amflight, future goals in aviation, what do you like to do in spare time, stuff like that. Then we got into some technical questions. A bunch of part 91 stuff(sqk codes, cloud clearances B,C airspace, speed limits, lightgun, holding questions, diff. between DH and MDA. Hit the AIM hard and you'll cover most of it. Of course if you interview with someone else you will prob. cover some systems and charts. So definitely study that stuff as well. You will need to be sharp with it for the training anyway. This portion of the interview was 30-40 minutes. Joni is one of the nicest people you will meet and makes you feel right at home. After I finished with her I went to the lounge and waited about 10 min. for the sim evaluator to come in. He took me to the next hangar over where they have a bunch of sim training going on. I had planned on flying the ATC 810 (chieftan) and I had been practicing on a PCATD in a Baron as well as flight sim 2004 at home which definitely helps the scan., The Baron has similar speeds and instrument configuration (HSI,and normal VOR.) Unfortunately the Chief sim was being used so he put me in the BE1900, which was a little overwhelming at first, because it was so freaking fast, compared to the Duchess that i am used to. He cleared me from SMO Dir. LAX vor then outbound 316 radial, to Silex intersection. Then once closer to silex cleared for the ILS 8 into Burbank. Go missed direct VNY then hold silex and possible shoot vor app. after that. I didn't, after i told him what kind of entry i would do he stopped it. Pretty much the same profile as some of the previous interviews. Only be prepared to change radio frequencies, use CHECKLIST, adjust throttle and prop settings (but they are on checklist), make call outs, and it doesn't to talk through what you are doing. Frankly I didn't fly nearly as well as i would have liked and i admitted it, but he was cool and explained where i made the biggest mistakes and in a way told me what he thought. Here's a freebie....the biggest mistake they seem to see is people using the nav 2 for the enroute portion while the hsi is set up for the approach (thats me), this causes most people to slightly S-turn it all along the route, because of the extra effort in the scan. USE HSI for enroute then just previous to starting approach change freq. and use it for ILS as well. Anyway, it seems like a great place to work and I am stoked to be joining the team. The job security is better than anywhere and they are still growing. The best thing is after you leave for your big airline gig, if you don't like it... you can have your old job back (if you've been a good employee of course.) How can you go wrong? That's one of coolest things I have heard and prob. pretty rare in this business. Good luck to all of you, hope this helped